Railroad-track to be used in connection with variable railroad-trucks



(No Model.)

G. W. BEMIS, Sr.

RAILROAD TRACK TO BE USED IN GONNEGTION WITH VARIABLE RAILROAD TRUGKS.

- No. 313,978. Patented Mar. 17, 1885.

IEIH

mfgmil PATENT twice.

I GEORGE w. BEMIs, sa,

or CINCINNATI, 'onro.

RAILROAD-TRACK TO BE USED IN CONNECTION WITH VARIABLE RAILROAD-TRUCKS.

QPECII-ICATION forming part of Letters Patent No. 313,978, dated March 17, 1885. Application filed October 8, 1884. (Notional State of Ohio, have invented certain new and useful Improvements in Railroad-Tracks to be Used in Connection with Variable Railroad- Trucks; and I do hereby declare the following to be a full, clear, and exact description of the invention,such as will enable others skilled in the art to which it pertains to make and use it, reference being had to the accompanying drawings, which form part of this specification.

My invention relates to an improvement in railroad-tracks to be used in connection with Variable railroad-trucks; audit consists in the combination of the changing track having raised side walls, which catch over the sides or edges of the wheels, a groove to receive the flanges of the wheels, and a sunken portion for the treads, with the receiving tracks placed at each end of the changing tracks and made of the same shape or construction as the changing tracks and long enough to receive a whole train of cars, as will be more fully described hereinafter.

The obj ectof my invention is to so construct the rails that they will receive the whole tread of the wheels, and thus take a firm hold upon them without the strain being brought to bear upon the flange alone, while the wheels are ad:

' justing themselves as the cars or locomotives are moving along from a narrow to a wide or from a wide to a narrow track.

Figure 1 is a plan view of arailroad-track, showing the rails as they appear in connecting a wide and a narrow track together. Fig. 2 is a vertical cross-section of the track, showing the wheels adjustable upon their axles.

A represents the rails of the track, which are gradually made to approach or recede from each other where they connect together two tracks of different widths. Each rail has a side wall or flange,,B, to catch against the outer edge of each wheel, for the purpose of preventing the whole strain which is brought to bear upon the wheel from being exerted upon the flange of the wheel only, as has heretofore always been the case. Just inside of the inner wall, B, is made a groove, 0, ofsnfficient depth to receive the flange D of the wheel, as shown. Between the outer wall, B,

. looked upon their axles.

of the rail and this groove 0 is formed the bearing F for the t1 ead of the wheel. It will be seen from the above that the bottom edge of each wheel is held between the walls B B and by the flange D, so that any strain which is brought to bear upon this portion of the wheel is evenly distributed over the whole lower portion of the wheel, instead of upon the flange only. The object of this construction is to bring any lateral strain upon the wheel upon the strongest portion, instead of upon the flange, which is the weakest portion.

The wheels are made laterally adjustable upon their axles, so that they will automatically adjust themselves from one width of track to the other while the cars are moving along. These wheels are lockedin position upon their axle in relation to each other by either the devices here shown, and which have been made the subject of another application, or by any other that may he preferred. When the cars or locomotives have reached the end of the track which is of one gage and are about to pass upon another track of another gage, the fastening devices which hold these wheels rigidly in position upon their axles are released, and the wheels are then left free to adj ust themselves laterally by means of the side pressure which is exerted upon the lower edge of each wheel as the train moves along. It the train has been running upon a wide-gage road and is about to run upon a road that is of a narrower gage, the gradual approach of the rails toward each other will force the wheels inwardly upon their axles until the narrow gage is reached, when the 'wheels will again be The track I, consisting of rails of the same construction as those of changing track, at each end of the changing track is made long enough to receive a whole train of cars of any length, so that the whole train can run upon the changing track at once, instead of having to change one car at a time. The parallel rails at each end of the changing track are to be of the same kind of rails as those the changing track is made of.

I am aware that rails having side walls, treads, and grooves are not new, and this I disclaim.

Having thus described my inventon, I

claim- 1. The combination of thechanging tracks,

having the raised side walls, B B, the groove l ed of the'saine kind of rails, and the receiv- IO 0, and the recessed portion F, with the paring tracks being made long enough to receive allel receiving tracks, placed at each end of a whole train of cars,substantially as specified. the changing track and constructed in a siini- In testimony whereof I affix my signature 5 lar manner, and made long enough to receive in presence of two witnesses.

a whole train of cars, substantially as shown. GEO. \V. BEMIS, SR.

2. The combination of the two receiving Witnesses: tracks I with the changing track A, placed J. H. MARTIN,

between them, the two tracks being construct- JOHN \VAHL. 

